Engine-peimeh



J. E. DESMOND.

ENGINE PRIMER.

APPLICATION HLED APR. 10, 1919.

1,322,674.. Patented m. 25,1919.

2 SHEETSSHEET I.

Fr) J'- 5 7 4. ovum ram fiizn Zfiesmond .i. E. DESMOND.

ENGINE PRIMER. APPLICATION FILED APR. 10, 19I9.

Patented Nov. 25, 1919.

2 SHEETS-SHEET 2.

JOHN E. DESMOND, OF DETROIT, MICHIGAN.

ENGINE-PRIMER.

Application filed April 10, 1919." Serial No. 288,946.

To all whom it may concern:

Be it known that I,'JoHN E. DEsMoNo, a citizen of the United States, residing at Detroit, in the county of Wayne and State of Michigan, have invented a new and useful Engine-Primer, of which the following is a specification.

This invention relates to internal combustion engines, and is in the nature of an improvement upon the engine priming devices disclosed in my copending applications Serial No. 233748 and Serial No. 271764;. 7

In said priming'devices there is employed a pump for inducing a flow of liquid fuel through a suitable pipe to theintake manifold of the engine, said liquid fuel forming with the air in themanifold an explosive mixture which may be employed either for priming the engine or to momentarily enrich the mixture delivered by the carbureter.

The present improvement has particular relation to the mounting ofthe pump and the construction of the piston thereof, and its objects are to facilitate assembly, *to' permit a limited freedom of motion of the pump relative to its support in order to minimize the possibility of breakage, and to associate with the piston an improved valve for closing the discharge port of the pump while the engine is running.

These objects are'attained by the construc-' tion hereinafter described, and illustrated in the accompanying drawings, wherein,

- Figure 1- is a view in side elevation and partial section of the forward portion of a motor vehicle, showing the present invention applied thereto.

Fig. 2 is a View partly in section and partly in front elevation showing the mounting of the pump with respect to the carbureter and intake manifold, and the provision for discharging the priming fluid ,within said manifold, the section being taken on line 22 of Fig. 1..

Fig. 3 is a longitudinal sectional view of the pump.

on line 4-4: of Fig. 3; and showing'particularly the mounting of the pump and its delivery connection.

In these views the reference character 1 designates the body of a motor vehicle and 2 bureter deriving its liquid fuel supply Fig. 4: is a. horizontal sectional view taken through 'a pipe 5 from atank 6, as is common and well known in the art. Said pipe has its connection with the carb-ureter through a T fitting 7 the latter also connecting said pipe through a nipple 8 to the barrel 9 of the priming pump. The intake.

port 10 of the pump, with which port said nipple communicates, is preferably intermediate the ends of the barrel. The axis of the barrel is situated in a vertical plane longitudinally parall l to the engine and is inclined upwardly. from front to back at substantially a fortyfive degree angle.

- The barrel is mounted upon a bolt 10 transverse to the engine, said bolt engaging a lug 11 integrally formed'upon the barrel exterior. The opening 12 of said lug receiving the bolt is slightly flared from its mid point toward its ends so as to allow a slight lateral angular movement of the barrel relative to its support, avoiding the possibility of breakage that might arise if the connection were rigid. The bolt 10 extends transversely to a bolt 13 and'engages the head thereof. The bolt 13, in additionto forming a support for the bolt 10, functions to clamp the'intake manifold 4 to the carbureter 3. Into the lower end of the barrel 9 there is threaded the casing 14 containing of a coupling 17 and'a clamping nut 18,. said valve casing is connected to a pipe 19 through which the priming charge may be conducted to the engine manifold. Pref erably the priming charge is delivered to the manifold through a nozzle 20 located interiorly of the manifold at the juncture of its branches andhaving the oppositely'discharging outlets 21. Into the upper end of the barrel there is screw-threaded a plug 22 which is in turn rigidly engaged by a sleeve 23 extending upwardly and rearwardly in alinement with the barrel 9 and terminally.

projecting through the dash 24. Said sleeve incloses the actuating stem 26 and is inwardly flanged at its upper end as indicated at 27 to guide said stem in its reciprocation. The stem projects beyond the upper end of said sleeve .and is terminally threaded to re- .ceive a handle or knob 28. Adjacent said knob the stem is further'threaded for engagement by a pair of nuts 29 frictionally interlocking and forming an adjustable stop to limit downward movement of the stem.

The piston 26 is hollow and has an interior web or partition 30 in its upper portion.

The connection of the stem to the piston is established by engaging a head 31, formed upon the lower end of said stem between the "accurate aXia-l alinement of the stern and piston, facilitates assembling, and minimizes the possibility of the piston binding, due to any slight bend in the stem.v A plug 34 is inserted in the lower end of the piston and forms a mountin for a valve 35 which. b .3 1

when thepump piston is in its lower limiting position is adapted to close the outlet port 16. Said valve is tapered slightly at its lower end to facilitate engagement with its seat and is pressed downwardly by a coiled spring 36 engaged between its upper end and the web30. 7

Considering now the operation and ad vantages of the above described construction, it is evident that the piston 26 is adapted not only to perform its normal function of ejecting a priming charge through the port 16, but isfurthermore designed to function as a sealing valve for said port during normal operation'of the engine, preventing any leakage through said port due to negative pressure in the engine manifold, and incidentally preventing the pipe 19 emptying itself into the manifold due to the same cause. That saidfadditional function may be derived it is of course essential thatthe piston-be returned always .to its lowermost position after being reciprocated. It is not possible, however, to depend upon manual control of the piston for accurate seating of the valve 35,'pr imarily for the two reasons that undue force would probably be used .in seating-saidivalve giving rise to rapid wear and consequent leakage, and that such an arrangement would require of the operatortoo much care and accuracy. By lacing the nuts 29 upon the stem 25 to serve as a stop through engagement with the sleeve 23, the: manually effected downward thrust of the piston'is halted after the valve 35has been engaged with its seat and the spring 36 has been placedunder a slight compression. The spring pressed mounting of the valve 35 is advantageous in that the valve is cushioned in engaging its seat, in that a predetermined pressure is maintained. upon the valve to hold it to its seat, and inthat a seat.

slight amount of variation is permissible as regards the posltion of the pump piston to effect engagement of the valve 35 with its 15 will remain seated and supplement the valve 35 in preventing leakage. At higher speeds of the engine the negative pressure may be suflicientto unseat the check-valve 15, and such pressure willthen supplement the spring 36 in maintaining the valve 35 seated. The primary function of the' check valve 15 is to prevent the contents of the pipe 19 being drawnrinto the barrel of the pump on the upstroke of the piston. It is At low' engine speeds the check valve to be noted that in its raised positionthe piston'is above the port 9 so as to permit a charge of liquid fuel to enter the barrel beneath the piston through saidport. The stem 25 has a certain amount of'clearance within the lug 22 and'sleeve 23, thus pro viding for the displacement of the liquid fuel from the barrel upon the upstro ke of the piston.

The mounting ofthe pump barrel upon the bolt 10 is such as to allow turning of the pump upon the bolt about the axis of the latter and also a slight lateral swinging,

this freedom of motion being desirablein view of the shocks and vibrationarising to allow a play of the said member relative to the support.

2. In a device of the character described,

the combination. with a priming pump a carbureter and an intake manifold; o i a liquid fuel supply pipe, a supply connection from said pipe to the carbureteriand pump respectively, and a boltsecuring said carbureter to said manifold supportingthe pump.

3. In a device of the character described,

second bolt transverse to the first mentioned bolt and attached to the head thereof, and a bearing member carried by said pump and engaged by said transverse bolt and'interiorly flared toallow a limited swinging of the pump upon the supporting bolt."

1 In testimony whereof I sign this specification.

' l JOHN E. 7

the combination with a priming pump, a carburete-r and a manifold, of a bolt attaching the carbureter to the manifold, a 

